Gasolene-engine.



No. 707,793. Patented Aug. 26, I902.-

-E."T. McKAIG.

GASOLENE ENGINE.

(Application filed Aug. 26, 1901.,

(Na Model.) v I 48heets-Sheet l.

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No. 707,793; Patented Aug. 26, I902.

E. T. McKAlG.

GASQLENE ENGINE.

(Application filed Aug. 28, 1901.) "do Model.) 4 Sheets-Sheet 2.

7%.? illlllilll-llfl No. 707,793. Patented Aug. 26, I902. E. T. McKAIG.

GASOLENE ENGINE.

(Application filed Aug. 26,1901.)

4 ShaotsSheat 3.

(No Model.)

N0.707,793. Patented Ann. 26. I902.

IE. T. McKAlG.

GASOLENE ENGINE. (Application filed Aug. 26. 1901.)

(No Model.) 4 Shams-Sheet 4.

N ITF ll BATES PATENT Orr-ICE.

GASOLENE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 707,793, dated August 26, 1902. 7 Application filed August 26, 1901. Serial No. 73,358. (No model.)

To all whont it incty concern:

Beit known that I, EDDY THOMAS MCKAIG, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Gasolene- Engines, of which the following is a specification.

The object of my invention is to produce a gasolene or hydrocarbon engine of 'a simple, efficient, and durable construction that will operate economically, utilizing to the best advantage the power generated by the 0X- plosion of the mixture and having a sensitive and efiective means for governing and controlling the speed of the engine according to the varying requirements of the load or mechanism driven thereby.

My invention consists in the novel arrangements and combinations of parts and devices herein shown and described, and particularly as specified in the claims.

In the accompanying drawings, forming a part of this specification, and in which similar letters of reference indicate like parts throughout the several views, Figure 1 is a front View of a hydrocarbon-engine embodying my invention, certain parts being shown in section. Fig. 2 is a side elevation of the same with certain parts in section and certain of the parts broken away in order to more clearly illustrate certain features of construction. Fig. 3 is a detail view of the speed-governor, certain of the parts being broken away to illustrate the construction to better advantage, the parts being shown in their normal position and the view being taken upon the line'S 3 of Fig. 1. Fig. 4 is a detail view of part of the speed-governor, the view being taken from below. Fig. 5 is a section on the line 5 5 of Fig. 1, showing the speed-reducing gear and part of the exhaust-valveoperating mechanism. 6 is a view similar to Fig. 3, but showing the parts in the positions which they occupy when shifted to check the speed of the engine. Fig. 7 is a view similar to Fig. 5, but showing the parts in a different position. Fig. 8 is a detail part-sectional view of the means employed to supply oil to the piston. Fig. 9 is a top plan view of the construction shown in Fig. 8. Fig; 10 is a sectional View of the vaporizirig-chamber constructed in accordance with my invention. Fig. 11 is a sectional view on the line 11 11 of Fig. 10, and Figs. 12 and 13 are detail views of the valve and muffler-plate controlling the entrance of the air into the vaporizing-chamber.

In the drawings the reference-letter A represents the frame of the engine; B, its piston; C, its cylinder; D, the drivingshaft, having a crank D, connected by a piston-rod B to the piston B, and E the fly-wheel on the shaft.

The piston B is preferably providedwith the customary metallic packing-rings and with other suitable lubricating devices commonly employedin this class of machines. (Not shown in the drawings.) The cylinder C is furnished at the upper end with an external annular channel or groove 0, which receives and holds the oil or lubricant and is provided with a series of wicks 0, arranged, preferably, opposite to each other, as shown in Figs. 8 and 9, and retained in the annular oil-channel by means of an expansible springclip 0 which is adapted to lie within the annular groove of the oil-chamber. The oilchamber is provided, preferably, near the top of the cylinder C, and the wicks are held in such position that they contact with the piston 13 when the latter reaches the upper end of its stroke. A suitable oil-supply tank T is connected with the vaporizing-chamber V by means of suitable pipes '6, through which the oil is forced by means of any suitable pump, as shown at i. The supply-pipe tcommunicates with a trough-shaped supply-chamher 1', forming a part of the mixing-chamber V and provided with a suitable overflow-pipe 6 leading back to the source of supply or tank T. The chamber V communicates with the oil-receptacle t, which preferably is located at or near its front end and is provided on its interior with a ring or packing 0;, composed of suitable absorbent material and which extends within the receptacle 1;, whereby the said material is caused to be saturated with the fluid. This material is suitably supported upon the interior wall of the chamber V and is arranged near the normal path of the currents of air which are drawn Within the chamber at its frontend. The chamber V is provided at its front end with a perforated mu filer-plate o which is provided with concentric rowsof openings 11 and 0 respectively, the openings 12 of the outer row being preferably somewhat elongated, as shown in Fig. 13, and being arranged when the parts are assembled in such relation to the absorbent material 1) that air entering therethrough will be directed upon or near said material. The plate 11 is also provided with a tube or annular extension o which projects rearwardly within the chamber V to a point in the rear of the absorbent material, the extension being arranged intermediate the two sets of openings, as shown in Figs. 10, 11, and 13, whereby air entering the vaporizing-chamber through the openings o will be carried within the chamber so as not to come in contact therewith, and therefore will not be so highly carbureted. A suitable valve 2) is held in place against the end of the chamber V by means of a flanged ring '0 and this valve is adapted to be moved within its seat by means of a projecting handle 11 This valve is further provided with two series of openings 0 and 11 respectively, the arrangement and disposition being such that the openings '0 may be brought to register more or less with the openings v of the mufflerplate '0 and the openings 12 may be registered with the openings 2: of said plate. As will be apparent from Fig. 11, the arrangement and disposition of these respective series of openings are such that when the outer openings or ports v and c are in register the inner openings 0 and 2 will be out of register, as shown by dotted lines in said figure. This illustrates the normal position of the parts, so that the air which is drawn into the vaporizing-chamber through the muffler-plate o will be directed against the absorbent material containing the oil, whereby the incoming currents of air are properly carbureted, and the supply of air may be controlled by the movement of the valve v, whereby the openings 0 may be closed more or less and the openings 11 may be slightly opened or un covered to reduce the degree of carburization. The chambero is provided near its inner end with a suitable comminuting and protecting means, such as a strip of gauze or a curtain of small openings, as at '0 whereby the hydrocarbon enters the valve-chamber F in a finely-divided state and danger of explosion in the vaporizer by ignition from the valvechamber is minimized. The chamber 1) is preferably supported upon the inlet-portf of the valvechamber and communicates therewith, as shown in Figs. 1 and 10.

The valve-chamber F is provided with a suitable valve f which is held down to its seat f by a springf, against the tension of which the valve is raised to admit the hydrocarbon by the suction created by the rise of the piston the next time after its rise caused by the explosion of the mixture as the same is ignited by the igniting-rod f in the hottube of the chamber F.

The driving-shaft D of the engine is provided with a loose collar D thereon, which is adapted to be clutched to the driving-shaft, so as to move therewith through a small are, by means of a friction-shoe or brake d, which rotates with the shaft. The collar is provided with a socket-piece d and with a lateral sleeve or flange (i over which the shoe d normally slides and to which it is adapted to be frictionally held, as hereinafter described. The socket-piece is provided with two tangential legs (1 and d with a socket or recess (1 between the same in its lower face, which embraces a sleeve or other suitable guide portion (1 of the engine-frame. The recess or socket is not of uniform depth, as part of it is made shallower by means of a hard-metal plate or buffer d as shown in Figs. 3 and 6. The leg d is provided with a lateral channelopening into the recess and receiving a coilspring d which bears against any suitable part of the engine-frame, as the guide d and normally holds the collar in such position on the shaft that the exhaust-valve stem e, which has a reciprocating movement, as hereinafter described, may play freely up and down within the deeper portion of the recess or socket, as shown in Fig. 3.

The brake d and collar D with their associated parts, comprise the governor which regulates the speed of the engine and the feed of the liquid hydrocarbon thereto. The brake d is mounted upon the disk or wheelE in association with two diametrically opposite weights D on quadrant-arms D which are pivoted to the wheel or disk and which are connected to opposite ends of a rod or link D The brake is carried at the end of one of the arms beyond its pivot and oppositethe associated weight, and the weights or weighted arms are pulled toward each other by a spring D and are forced apart by centrifugal action as the disk or wheel revolves. The spring D is attached at one end tothe disk or wheel E, and at its opposite end it is attached to a suitable thumb-nut d in such manner as to permit the nut to be adjusted along a screwthreaded rod @1 rigidly connected with one of the quadrant-arms, whereby the tension of the spring and its pull upon the arms and weights may be regulated.

The outlet or exhaust chamber E is arranged with an inlet-port e, communicating with the cylinder and with a suitable outletport 6 located, respectively, below and above the valve-seat 6 to which the valve E is held, as shown, by means of a suitable spring 6 surrounding the valve -stem above the chamber and adapted to be compressed by a suitable nut c on the stem as the latter is forced down. Another port 6 (shown in dotted lines in Figs. 1 and 2) connects the exhaust-chamber with the cylinderjust beneath the uppermost position of the piston. The upper end of the valve-stem passes through the guide al and has play within the socket of the collar, as above described and as shown in Fig. 3. The stem is caused to reciprocate against the tension of its spring at to open the valve and permit the discharge of the exhaust from the cylinder by means of a rocker-arm 1' on therock-shaft R, which is operated, preferably, by means of cams operated from the main shaft D and which engage antifriction-roller r on a rocker-arm on the opposite end of the rock-shaft, which is mounted in suitable bearings and extends across the rear of the frame. The spring which holds the exhaust-valve is made suficiently stronger than the spring f of the inlet-valve to cause the inlet-valve only to be opened by the suction in the cylinder when the piston is making its outward or upward stroke, so that the air and vapor can be drawn into the cylinder through the inlet only under normal conditions. It is apparent that if the outlet or exhaust valve be held open the liquid hydrocarbon will not be drawn into the cylinder, as the inlet-valve f will remain seated and air only will be drawn in through the exhaust. Hence by controlling the operation of the exhaust-valve I am enabled to regulate the feed of the hydrocarbon to the engine, so as to keep the latter under con trol. This function is accomplished by arranging the governor so that the exhaustvalve shall be opened and held open when the engine is beyond normal speed.

It is apparent that the spring D may be properly adjusted by the nut (Z to contract andovercome the centrifugal action of the weights up to the maximum speed desired, which is measured, as usual, by the number of revolutions of the wheel E during a stated interval of time, to prevent the brake from binding or engaging the sleeve d of the collar D to move the same against its spring (1 the partslthen maintaining the relation shown in Fig. 3 and permitting the reciprocation of the stem e of the exhaust-valve to open the latter, as fully described. lVhen the engine passes the speed for which the governor is set, the centrifugal action of the weights D overcomes the force of the spring D and the brake cl binds upon the sleeve (Z and moves the same against its spring (1 to the position shown in Fig. 6, whereby the butferd moves into the path of the valve-stem e and pre vents the exhaust-valve E from rising to close its port. The continued rotation of the parts at excessive speed will maintain the frictional contact of the brake and sleeve and hold the parts in the relation shown in Fig. 6 until the speed is reduced. Avery slight increase of speed beyond the maximum will operate the governor, whichis sensitive and positive in action, and will control the exhaust-Valve and the consequent feed of the hydrocarbon to the cylinder, so that I am enabled to keep the engine under perfect control. The reciprocating movement of the exhaust-valve to allow this communication of the cylinder with the exhaust-pipe and also to withdraw the end of the stem to permit the buffer (1 to move into its path may be accomplished by any suitable mechanism; but the movement of the valve should be timed so that such communication will be had only at the beginning of the downstroke of the piston, the upstroke being timed for an explosion. The explosions occurat every second upstroke of the piston, and the exhaust-valve is open at the beginning of the following downstroke.

The valve-operating mechanism is connected with the shaft through a speed-reducing device in the preferred embodiment of my invention. An exemplification of this part of myinventionis illustrated in Figs. 1, 5, and 7, and, as shown therein, the antifriction-roller r is arranged in the path of the travel of a camwheel WV, which is mounted upon the frame of the machine, preferably on the side opposite to the fly-wheel E, and is loosely journaled upon an extension of the shaft 1), as shown in Fig. 1. The cam-wheel is provided with four cams 10 on its periphery or rim,

which operate upon the antifriction-roller 1" for. the purpose of imparting a rocking motion to the shaft R to operate the rocker-arm of the exhaust-valve stem to force the valve down from its seat for the various purposes enumerated. The arm 7* has a lost-motion connection with the valve-stem e, so that the movement of the former while the latter is held down by the buffer d will not affect the operation of the valve, and this is readily providedby constructing the arm r in the form of a yoke, as shown in Fig. 1, which enibraces the stern and operates the same only on a downstroke by means of an adjustable nut e thereon and does not affect the operation thereof when the stem is held depressed by the buffer. The cam-wheel W is provided with a laterally and inwardlyprojecting flange having teeth out therein to form an internally-toothed spur-gearw there preferably being sixty-four of these teeth. A suitable eccentric X is keyed to the shaft 1) to revolve therewith and is arranged within the cam-wheellV and in the same vertical plane as the internal gear thereof. A pinion-wheel X is revolubly mounted upon the eccentric X, the several elements being retained in position in vertical alinement upon the shaft by means of a suitable retaining-plate a; on the end of the shaft and a second plate or, se

cured to the inner face of the eccentric and projecting slightly beyond the periphery thereof, as clearly shown in Fig. 1. The pinion X is provided with a link 00 which is secured thereto by means of suitable bolts 00", as shown in Figs. 1 and 5, and which is extended to near the base of the engine, where it is secured to a suitable rocker-armor, which is attached at its other end to the base of the machine, whereby the pinion is tied against rotation with the eccentric, but is permitted to move therewith during a portion of the stroke thereof. The pinion X is provided with fifty-six teeth, and the arrangement and relation of parts are such that the pinion Xis always in engagementwith the spur-gear 1V at the highest point of the eccentric, and the relation'of the numbers of teeth on these parts is such that the gear revolves once for every eight revolutions of the shaft. One of the four cams 20 therefore engages the roller 1' at every second revolution of the shaft. This plan et-gear therefore provides for the opening of the exhaust-valve at the proper intervals and also serves to depress the valve-stem to allow the controller to operate. When the crank D is drawn up, the suction created by the rise of the piston in the cylinder opens the valve f and draws a charge of hydrocarbon into the chamber F, which communicates with the piston-cylinder, as shown in Fig. 2. When the piston is depressed, the valve is closed and the charge within the chamber is compressed, so that when the piston reaches the bottom of its stroke the charge is fired by the hot tube f which is located in chamber F above the valve f and is maintained at a white heat by any suitable means, such as a vapor-burner, (indicated at F When the piston is at the top of its stroke and the crank is up, the products of combustion and air in the cylinder escape through the port e, lowering the pressure in the cylinder to atmospheric. Then one of the cams 10 contacts with antifriction-roller r, as in Fig. 5, so that at the commencement of the downward movement of the crank and piston the cam operates the roller 7" and opens the exhaust-valve. At the end of the downstroke the cam has passed clear of the roller and the valve is again seated byits spring. The next stroke of the piston moves the cam-wheel only half the distance between two cams, so that this succeeding and alternate stroke has no effect on the outlet-valve, which is operated only at every second full stroke of the piston.

The feed-pump t, which operates to inject oil in regular charges, as required, into the trough of the vaporizer V, is of any suitable construction and is preferably operated by suitable link connection T from the disk W; also, a suitable water supply pump (not shown) may be operated from this disk, as by suitable connections T While I have herein for convenience shown and described the operation of the mixer and vaporizer, together with the piston-lubricating device and the particular valve-gear employed, I do not herein claim the same, but reserve the subject-matter thereof for divisional applications.

While I have shown my invention as embodied in the form which I at present consider best adapted to carry out its purposes, it will be understood that it is capable of modifications and that I do not desire to be limited in the interpretation of the following claims except as may be necessitated by the state of the prior art.

' Having described my invention, what I claim as new, and desire to secure by Letters Patent, is-

- 1. In agasolene or hydrocarbon engine, the

combination with the cylinder having an in let-valve, and an outlet-valve having a stem, of a governor for controlling the engine, consisting of a rotating disk or wheel having spring-held weighted arms pivoted thereto and adapted to move in unison and provided with a brake, and of a collar, having a socket to receive the valve-stem and a sleeve with which the brake connects to move the collar into the path of the valve-stem.

2. -In a gasolene orhydrocarbon engine, the combination with the cylinder having inlet and outlet valves, of a governor for controlling the engine, consisting of a rotating disk or wheel having connected weighted arms pulled toward each other by spring tension and adapted to be forced apart by centrifugal action of the weights as the wheel revolves and provided with a brake, and of a collar on the shaft of the wheel, havinga sleeve in the path of the brake and a socket-piece provided with a recess in the path of the stem of the outlet -valve, said collar and brake being adapted to move together when the weights overcome the tension of their associated spring.

3. In a gasolene orhydrocarbon engine, the combination with a cylinder having an inletvalve and an exhaust-valve provided with a stem, springs holding said valves normally in their seats, the spring of the exhaust-valve being somewhat stronger than the spring of the inlet-valve, of a governor for controlling the inlet-valve, consisting of a rotating disk or wheel having spring-held weighted arms pivoted thereto and moving outwardly and inwardly from the shaft thereof in unison under spring and centrifugal force, respectively, and provided with a brake-shoe, and of a collar loosely mounted on said shaft, having a sleeve with which the brake-shoe is adapted to cooperate, and provided with a socket-piece embracing the upper end of the valve-stem and having a buffer adapted to be projected within the path of the valvestem to retain the valve in open position when the collar and brake-shoe move together.

4. In a vapor-engine, the combination with a cylinder and piston having a shaft, and an exhaustvalve for said cylinder having a valve-stem, of a collar loose on the shaft and having a flange and a socket-piece yieldingly held against movement with the shaft, said socket-piece being adapted to cooperate with the valve-stem for the purpose described, a disk or Wheel provided with connected springpressed weighted arms pivoted thereto, and a brake on one of the arms and adapted to engage the flange.

5. In a vapor-engine, the combination with a cylinder and piston provided with a shaft, and an exhaust-valve for said cylinder having the valve-stem, of a collar yieldingly held against movement therewith and comprising a flange and a socket-piece, said socket-piece being adapted to cooperate with the valve stem for the purpose described, a disk or IIO wheel, weighted arms pivoted thereto and carrying a brake normally held out of engagement with the collar by spring-pressure and adapted to engage therewith by the centrifugal action of the weights.

6. In a vapor-engine, the combination with a cylinder and a piston connected to ashaft, of a collar loose on the shaft and having a sleeve and a socket-piece provided with a buffer, a guide within the socket, an interposed spring, a reciprocating valve-stem in the guide, and a disk or wheel having weighted arms pivoted thereto provided with a brake, a link connecting the arms, and a spring for normally counteracting the centrifugal action of the weights.

7. In a vapor-engine, the combination with a cylinder, a piston, and a crank-shaft, of a collar on the shaft having an annular flange and a socket-piece provided with a recess, a buffer-plate in the recess, a spring-chamber in one side of the socket-piece, a guide within the socket, a spring in the chamber holding the buffer out of alinement with the guide, a valve-stem within the guide, and a disk or wheelhaving spring-pressed weighted arms pivoted thereto and provided with a brake engaging the flange under the centrifugal action of the arms.

8. In a vapor-engine, the combination with the cylinder having an inlet-valve and an outlet-valve having a stem, a spring for moving said outlet-valve in one direction, and governing mechanism for holding the outletvalve open,comprising arotatin g disk,Weighted arms pivoted thereto and carrying a brake, a link connecting said arms, a spring for normally counteracting the centrifugal action of said weights, and a collar movable on the shaft adapted to be engaged by said brake and moved into the path of the stem.

9. In a vapor-engine, the combination of a cylinder having an inlet and an outlet valve, a stem upon the outlet-valve, a spring for moving said valve in one direction, and a governor for holding said outlet-valve open, comprising a rotating disk or wheel having weighted arms I) pivoted thereto and provided with a brake d, a link D connecting said arms, a spring D for normally counteracting the centrifugal action of said arms, a collar D having a sleeve (1 and a socket-piece provided with a recess, a buffer at in the recess, and a spring d holding the buffer out of the path of the valve-stem.

10. In an engine of the class described, the

combination with the cylinder having an inlet and an outlet valve, of a governor for controlling the engine consisting of a rotating disk or wheel, a spring-held weighted arm pivoted thereto and provided with a brake, and mechanism operated by said brake to hold the outlet-valve open.

11. In an engine of the class described, the combination with the cylinder having inlet and outlet valves, of a governor for controlling the engine consisting of a rotating disk or wheel having a spring-held Weighted arm adapted to be moved outward by centrifugal action and provided with a brake, and a collar on the shaft of the wheel, having a sleeve in the path of the brake and a socket-piece in the path of the stem of the outlet-valve, said collar and brake being adapted to move together when the weight overcomes the tension of the associated spring.

12. In an engine of the class described, the combination with a cylinder and piston provided with a shaft, of a collar yieldingly held against movement therewith and comprising a sleeve and socket-piece, a disk or wheel, a weighted arm pivoted thereto and carrying a brake normally held out of engagement with the collar by spring-pressure and adapted to engage therewith by the centrifugal action of the weight.

18. In an engine of the class described, the combination with the cylinder having an inlet-valve and an outlet-valve having a stem, a spring for moving said outlet-valve in one direction, and a governor for holding said valve open comprising a rotating disk, a weighted arm pivoted thereto and carrying a brake, a spring normally counteracting the centrifugal action of said weight, and a collar movable on the shaft and adapted to be engaged by said brake and moved into the path of the stem.

In testimony whereof I affix my signature in the presence of two witnesses.

EDDY THOMAS MOKAIG. Witnesses:

J AY K. SHIFFY, J. MoRoBnRTs. 

